Engine.



M. C. COSGRAY.

ENGINE. APPLICATION FILED JULY 26.1918.

Patented Apr. 8, 1919.

2 SHEETS-SHEET 1.

M. C. COSGRAY.

ENGINE:

APPLICATION FILED JULY 26.1918.

1,299,554. I Patented Apr. 8,1919.

2 SHEETS-SHEET 2.

INVENTOR- MC y y UNITED STATES PATENT OFFICE.

MARK C. COSGRAY, OF SANDUSKY, OI-IIO, ASSIGNOR TO THE MATHEWS ENGINEERING COMPANY, OF SANDUSKY, OI-IIO, A CORPORATION OF OHIO.

ENGINE.

Specification of Letters Patent.

Patented Apr. 8, 1919.

Application filed July 26, 1918. Serial No. 246,943.

exact description of the invention, such .as will enable others skilled in the art to wlnch it appertains to make and use the same, reference being had to the accompanying drawings, and to the characters of reference marked thereon, which form a part of this specification.

My invention relates to engines and it particularly has for its object to provide an efficient engine which may be readily assembled and disassembled for purposes of repair and replacement of parts thereof. It particularly has for its object to provide an engine that is mounted in conjunction with a dynamo to be used for starting the engine and for generating electric currents, and wherein notwithstanding the juxtaposition of the dynamo, the engine parts may be readily assembled and disassembled. It also has for its object other features and advantages which will appear from the description given hereinafter and upon examination of the drawings.

The invention may be contained in engines of different forms. To show the practicability of the invention, I have select-ed an engine containing the invention as an example of such structures and shall describe it hereinafter. The structure selected is illustrated in the accompanying drawings.

Figure 1 of the drawings illustrates a sectional view of the engine showing the dynamo connected and assembled therewith. Fig. 2 is a transverse sectional view of the engine. Fig. 3 is an end view of the cam shaft and the valve pedals or studs operated by the cam shaft. Fig. 1 illustrates the arrangement of the pedals that operate the valves. Fig. 5 is a sectional view through the cylinder head or explosion chamber showing the passage-ways of the engine. Fig. 6 is the adjustable timer.

1 is the supporting base of the engine and dynamo to which it may be connected by suitable flanges 2 and bolts and nuts 3. 4 is the crank shaft casing which is closed at one end by a large plate 5 that covers sub stantially the entire end area of the casing. The plate 5 may be provided with a breather pipe 6. The opposite end of the casing 1 is closed by a two part shell 7 which is secured to the case 4 by means of the bolts 8 The shell 7 is provided with a boss in which is formed a bearing 9 for the crank shaft 10 and which extends into the casing 4. The piston rod 11 is connected to the crank pin 12 and the crank shaft 10 is provided with a counterweight 13 in the manner well known in the art. Intermediate the bearing 9 and the wall of the shell that closes the end of the casing 4 and in a chamber formed in the shell 7 is located a gear wheel 14 that is keyed to the crank shaft 10.

The gear wheel 14 meshes with the gear wheel 15 that operates the cams 16. The gear wheel 15 is connected to the sleeve 17 by means of suitable pins and is located intermediate a flange 18 formed on the sleeve '17 and a boss formed on the wall of the parallel and on each side of the plane in which the valve stems are located and the axis of rotation of the cams 16 is located in a vertical plane halfway between and parallel to the valve stems. In order to transmit the desired movement of the cams to the valve stems, the valve stems are operated by studs 19 located oaxially with the valve stems 20. The studs 19 are provided with pedals 21 that project forwardly in one case and rearwardly in the other case along the axis of rotation of the cams 16 and trans versely from the axes of the studs and so as to bring the outer ends of the pedals into the paths of movement of the cams 16. As the cams rotate, they act on the parallel disposed portions of the pedals 21 to lift the studs 19 which operate on the stems 20 to lift the valves 22.

The studs 19 are located in bosses 23 formed in the casing 4. Rotation of the studs is prevented by a suitable threaded pin and slot 2 1 in the manner Well known in the art. Constant contact between the pedals 20 and the cams 16 is secured by the spring 25 Which operates also to keep the valves 22 closed, except when they are positively opened by the operation of the cam 16.

The piston 26 is connected to the piston rod 11 and operates in a cylinder 27. The times of explosion caused by the ignition plug 28 is regulated by the arm 29 located in the shell 7 The arm 29 is secured to a sleeve 30. A rod or shaft 31 is located in the sleeve 80 and is connected by a plate 32 to the sleeve 17. A cam 33 is keyed to the rod 81. A circuit closer having contacts 3% is supported on the arm 29 and is operated by the cam 33. The arm 29 may be moved angularly to vary the times in Which the contacts 34 Will be closed by the cam 33. When the desired adjustment is obtained, the arm 29 and the sleeve 30 may be locked in position by the bolt 35.

The end of the dynamo 36 may be bolted to the shell 7 by means of the bolts 37. The armature of the dynamo is connected to the shaft 10 of the engine. The commutator 08 and the fly Wheel 39 is also connected to the shaft of the engine. If desired, a suitable clutch part 40 for starting the engine may also be connected to the shaft of the engine.

I claim:

1. In an engine, a crank shaft and a cam shaft, a crank shaft casing, a shell removably connected with the casing and having a Wall covering the one end of the casing, the shell having bearings for the crank shaft and the cam shaft, an ignition timer located in the shell.

2. In an engine set, a crank shaft casing and dynamo, a shell interconnecting the crank shaft casing and the dynamo, a crank shaft and a cam shaft, the shell having the crank shaft and the cam shaft bearings, an ignition timer operated by the cam shaft and located in the shell.

In an engine, a crank shaft, valve-s, cams for operating the valves, a crank shaft casing, a shell for closing one end of the crank shaft casing and having the bearing for the said crank shaft, a sleeve connected to the cams and to the crank shaft for rotating the cams, a second sleeve secured in the shell and Within the first named sleeve, an ignition timer secured to the second named sleeve, a rod located in the second named sleeve and connected to the first named sleeve, a cam keyed to the rod for operating the ignition timer. 7

4. In an engine, a crank shaft and a cam shaft, a crank shaft casing, one of theWalls of the casing having a crank shaft bearing and a chamber formed intermediate the wall and the bearing, a gearing 'WllBGl connected to the crank shaft and located in the chamher and a gear Wheel connected to the cam shaft and meshing with the first named gear Wheel.

In testimony whereof, I have hereunto signed my name to this specification.

MARK C. COSGRAY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

